Grounded pilot training apparatus



June 6, 1950 s. 1. HAYES ETAL GROUNDED PILOT TRAINING APPARATUS l7Sheets-Sheet 1 Filed Dec. 12, 1945 EN an STANLEY l. HAYES MILTON S. WADEINVENTORS June 6, 1950 's. HAYES EIAL 2,510,500

ING APPARATUS I STANLEY I. HAYES M'LTON l N-vwfi s B W. M7. ATT NEYSJune 6, 1950 s. l. HAYES ETAL 2,510,500

GROUNDED PILOT TRAINING APPARATUS STANLEY I. HAYES MILTON SWADEINVENTORS June 6, 1950 s. HAYES ETAL 2,510,500

GROUNDED PILOT TRAINING APPARATUS Filed Dec. 12. 1945 17 Sheets-Sheet 4m4- lOZQw 63 STANLEY I. HAYES MILTON SWADE INVENTORS J ne 6, 1950 s. l.HAYES EI'AL 2,510,500

GROUNDED PILOT TRAINING APPARATUS Filed Dec. 12, 1945 17 She'ets-Sheet'S3336 33.7 35 4 POWER 56% I (ass I 3 aaab FIC17v STANLEY l. HAYES MILTONS. WADE INVENTORS ATT NE Y5 June 6, 1950 s. l. HAYES EI'AL I 2,510,500

GROUNDED PILOT 'II'RAINING APPARATUS Filed Dec. 12. 1945 17 Sheets-Sheet6 STANLEY HAYES MILTON SWADE INVENTORS June 6, 1950 s. l. HAYES ETAL2,510,500

GROUNDED PILOT TRAINING APPARATUS Filed Dec. 12. 1945 17 Sheets-Sheet 7Y I. HAYES MILT N SWADE ATTO EYS June 6, 1950 s. l. HAYES ETAL 2,510,500

GROUNDED PILOT TRAINING APPARATUS STANLEY I. HAYES MILTON SWADEINVENTORS June 6, 1950 s. l. HAYES ETAL GROUNDED PILOT TRAININGAPPARATUS 1'7 Sheets-Sheet 9 Filed Dec. 12. 1945 June 6, 1950 v s. l.HAYES ETAL 2,510,500

GROUNDED PILOT TRAINING APPARATUS Filed Dec. 12, 1945 17 SheetsSheet 1oFIG. 15A

STANLEY I. HAYES MILTON S.WADE

INVENTORS June 6, 1950 s. 1. HAYES ETAL 2,510,500

GROUNDED PILOT TRAINING APPARATUS Filed Dec. 12, 1945 17 SheetsSheet llI 5z/ T 1 5/7 STANLEY [HAYES INVENTORS g0 MILTON SWADE June 6; 1950 s.I. HAYES EI'AL 2,510,500

cnonmosn PILOT TRAINING APPARATUS 99% A v #5 93? L I R 3;; I I 0 1/ A ALEY |.HAY'ES l VE )I'ORS y 7 MILTQN .WADE

FIG. 25-

s. l. HAYES ETAL GROUNDED PILOT TRAINING APPARA'IUS 17 Sheets-Sheet 14Filed Doc. 12, 1945 MILTON S. WADE EYS Jude 6, 1950 GROUNDED Filed Dec.12-, 1945 5. l. HAYES ETAL PILOT TRAINING APPARATUS 1'7 Sheets-Sheet 15809. I 3352 5 FIG. 22

Q Ma 0 STANLEY I. HAYE m M BY MW June 6, 1950 s. I. HAYES ETAL caouumznPILOT TRAINING APPARATUS Filed Dec. 12. 1945 ksktbhk June 6, 1950 's. l.HAYES' ETAL GROUNDED PILOT TRAINING APPARATUS l7 Sheets-Sheet 17 FiledDec. 12. 1-945 VNOE STANLEY I. HAYES NN%EW%QS ATTO 7/EYS Patented June6, 1956 GROUNDED PILOT TRAINING APPARATUS Stanley I. Hayes and Milton s.Wade, Binghamton, N, Y., assignors to Link Aviation, Inc., a corporationof New York Application December 12, 1945, Serial N 0. 634,492

Claims. (CI. 35-12)" This invention relates to grounded pilot trainingapparatus, and will be disclosed in conjunction with grounded pilottrainin apparatus of the type covered by U. ,8. Patents 1,825,462 and2,099,857, issued to Edwin A. Link.

Trainers of the type, covered by the two above mentioned U. S. patentshave been widely adopted by the Army, Navy, civilian agencies and othersfor instructing students, upon the ground, in the art of flying anaircraft by reference to the instruments carried therein. As is wellknown to those acquainted with the prior art, these trainers have longincluded such basic instruments as an air speed indicator, an altimeter,a vertical speed indicator, a magnetic compass, a directional gyro, anartificial horizon, a radio compass, and many other instruments such asa manifold pressure gauge, tachometer, etc. Allof the instrumentscarried by these trainers are properly responsive to such factors asthrottle lever setting, tachometer lever setting, turning motions of thefuselage as well as pitching and banking movements of the fuselage, sothat the various instrument indications are responsive to the basiccontrolling factors in a manner similar to theresponses of thecorresponding instruments in a real aircraft to the correspondingcontrolling fac tors.

It'isa general object of this invention to provide in grounded aviationtrainers novel means for causing the air speed indicator, altimeter andvertical speed indicator to operate in response to the settings of thethrottle control lever, tachometer lever and the additionally providedsupercharger lever, as Well as to the pitching movements of thefuselage. The novel means for causing these instruments to be responsiveto the mentioned controlling factors comprise an en-' tirely differenttype of mechanical computing unit which computes the assumed power of anengine which is assumed to be connected to the levers in question. Anovel mechanical-electrical flight unit is provided to combine theassumed engine power output given by the engine unit with the pitchingposition of the fuselage in order to establish the factor of assumed airspeed. The factor of instant assumed air speed is then combined with thefactor of pitch attitude to produce the factor of instant assumedvertical speed, and the vertical speed factor is combined with time in anovel manner to produce the factor of assumed; altitude. Both the engineunit and the flight unit, include many improved novel features whichwill be more particularly pointed out hereinafter.

Another object of this invention is to provide in trainers of the typebeing considered such indioators as a manifold pressure gauge, acylinder head temperature gauge and oil temperature gauge, a tachometer,an oil pressure gauge, a fuel pressure gauge and a hydraulic pressuregauge, all actuated in a. novel manner as will later be described indetail.

Also disclosed herein are means whereby the student, upon entering thefuselage, must go through the same steps in order to start the engineassumed to be in the trainer as he would have to go through to start theengine of an air-' plane of the type being simulated. An aural signalsource is provided which will be energized when the engine is assumed tohave been started, and the engine instruments such as themanifoldpressure gauge, tachometer, etc., will be actuated upon anassumed starting of the engine in the same manner that the correspondinginstruments in a real plane are actuated upon the starting of the enginein the plane. Another object of this invention is to provide meanswhereby the takeoff run and the effects of an airplane becoming airbornemay be simulated. These effects include generally the renderingeffective of the flight controls as well as of the vertical speedindicator and altimeter. f

This'invention also provides novel means for simulating the effects ofengine power upon gas consumption, and means are provided whereby thestudent will be forced to properly connect the gasoline tanks assumed tobe in the trainer withthe engine in order to prevent engine failure.Otheffactorsmay also produce engine failure, to simulate the causes ofengine failure in real aircraft. Still another object of this inventionis to pro} vide means whereby the operation and eirectsof theretractablelanding gear, wing flaps and .cowl' Certain parts of the inventiondisclosed herein are provided in order that the taking off from.

and landing 'on an aircraft carrier may be simu lated.

This invention also provides means for producing avertical hunting ofthe fuselage in response gine failure has occurred, by wind milling.

Other related objects will become apparent as the description proceeds.In order that the disclosed embodiment of this invention may be betterunderstood, reference is made to accompanying drawings, wherein:

Fig. 1 is a general exterior view of trainers of, the type beingconsidered, showing the fuselage; pitching and banking bellows, theturning motors, turbine, desk and conventional flight recorder.

Fig. 2 is a perspective view showing the control' stick, the location ofthe main valve assembly, the main universal joint, the stationary base,rotatable carriage, turning motors and the pitching and banking bellows.

Fig. 3 is an exploded sectional view of the main valve assembly.

Fig. 3A is a top view of the main valve section, showing the sixcircumferentially spaced chambers.

Fig. 3B is a top view of the auxiliary effect valve section.

Fig. 3C is a top view of the plate placed on the top of the attitudevalve section, together with the means for moving this plate inaccordance with the instant assumed air speed.

Fig. 4 is a perspective view showing the linkage interconnecting theauxiliary effect valve section with the universal joint.

Fig. 5 is a perspective view of the quadrant 'assembly showing thethrottle, mixture, governor control and supercharger levers.

Fig. 6 is a perspective view of the mechanical engine unit.

Figs. 6A, 6B and 6C are detailed views of portions of the apparatusassociated with Fig. 6.

Fig. 7 shows the instructors power loss control.

Fig. 8 shows the manifold pressure gauge regulating circuit.

Fig. 8A is an elevation view of the students instrument panel.

Fig. 9 shows the cylinder head temperature gauge and oil temperaturegauge regulating circuits.

Fig. 10 shows the tachometer regulating circuit.

Fig. 11 shows the oil pressure gauge regulating circuit.

Fig. 12 shows the fuel pressure gauge regulatin circuit.

Fig. 13 shows the engine starting circuit.

Fig. 13A is a detail of part of the mechanism shown in Fig. 13.

Figs. 14, 15, 15A, 16 and 17 show the mechanical portions of the fuelconsumption system, while Fig. 18 shows the electrical diagram of thefuel consumption circuit.

Fig. 19 shows the impending engine failure mechanism.

Fig. 20 is a perspective view of the flight unit, and Figs. 20A, 20B,20C, 20D, 20E and 20F are detailed views of parts of the apparatus shownin Fig. 20.

Fig. 21 is an electrical diagram of the air speed followup motor.

Fig. 22 is a perspective view of the levelling jack arrangement.

Fig. 23 is the electrical diagram of the flight unit.

Fig. 24 is the wiring diagram of the retractable landing gear, wingflaps and cowl flaps system.

Fig. 25 is a view of the flaps and retractable landing gear indicator.

Fig. 26 is a mechanical view of the hydraulic hand pump simulatingmeans.

Figure 26A is a detail view of parts of the apparatus shown in Figure 26Main valve construction Referring now to Figs. 1 and 2, the normallystationary base of the trainer is designated l0 and comprises aplurality of beams suitably fixedly attached to one another, as bybolts. A plurality of rollers H are provided in order that the entiretraining unit with the exception of the desk [2 and its associatedelements may be manually moved from position to position. However,during operation of the training device the base l0 remains stationary.Fixedly attached to the base members It is the main hub l3 in which themain spindle I4 is rotatably mounted. Affixed to the main spindle M forrotation therewith are the horizontal cross arms 15 and affixed tothe-outer end of each of these cross arms is the upper end of one of thedepending members It, the lower ends of which support the carriage ll.Carriage l! in turn supports the forward pitching bellows l8, the rearpitching bellows IS, the left banking bellows 20 and the right bankingbellows '21. V The lower end of 'ea'ch of these four bellows is affixedto the carriage ll while the upper end of each of these bellows isafiixed to the floor or bottom side of the fuselage 22. Carriage I! alsosupports the two schematically shown turning motors 23 which drive thepulley 24. Pulley 24, by means of the turning belt 25 which encirclesthe main hub l3, may rotate the carriage H, the four bellows, thefuselage 22 and all associated elements, including the turning motors 23themselves, indefinitely either direction according to the positions ofthe rudder pedals, in a manner more fully described hereinafter. 'Theturning motors 23 are of the pneumatic type such as are extremely wellknown in the art. The sub-frame of the fuselage 22 is designated 21 andit will be seen that this frame is supported by the universal jointwhich in turn is held by the spindle M, the universal joint 28 beingprovided in order that the fuselage '22 may be dived, climbed and bankedto the left or right with respect to the stationary base It). Diving andclimbing movements of the fuselage I-2 are sometimes hereinafterreferred to as pitching.

It will therefore be appreciated that the fuselage 22 is mounted in amanner to permit indefinite rotation in either direction relative to thestationary base In in order that the turning to the left or right of aplane in actual flight may be simulated; and further, that the fuselagemay be pitched and banked relative to the stationary base 10 within thelimits of the apparatus, in order to simulate the pitching and bankingof a plane in actual flight.

An oval enclosing member 29 is affixed to the rotatable carriage I! inorder to improve the exterior appearance of the training device,

Upon the desk I2is the recorder 30 which travels over the chart 3| in adirection dependent upon the assumed track of the fuselage 22 and at aspeed dependent upon the assumed ground speed of the fuselage, in orderthat a permanent record of the assumed course of flight .of the fuselage22 may be made. This recorder is well known to the prior art and iscompletely described in U. S. Patent 2,179,663, issued to Edwin A. Link.Also carried by the desk 12 is the instructors instrument panel 32having a plurality of instruments to which the instructor may refer inorder to ascertain the assumed air speed, assumed vertical speed,assumed altitude, and other assumed conditions of flight 0f the fuselage22.

Reference is now made to Fig. 3 which is an exploded perspective view ofthe fuselage pitching, banking and turning control valves.

, In Fig. 3 portions of the fuselage sub-frame 21 are shown and it willbe seen that the casting 33 is affixed to frame 2? by means of the bolts34. Integral with casting 33 are the two ears 35 (only one shown), andeach of these ears has rotatably mounted therein a stud 36, the axes 36of studs 36 extending longitudinally of the fuselage 22. The ear 35 andstud 36 shown in Fig. 3 are upon the foremost side of casting 33 as itis oriented within fuselage 22, i. e., toward the head of the fuselage.Each of the studs 36 is affixed in the gimbal ring 3'! so that thisgimbal ring can pivot about the longitudinal axis 38. The lower end ofthe control stick 39 in turn is pivotally held by the gimbal ring 3'Ifor movement about the transverse axis 46. It will therefore beappreciated that the control stick 39 may be universally moved withrespect to the casting 33. In Fig. 1 it will be seen that the controlstick 39 is mounted directly ahead of the students seat II and theinstructors seat is designated 4 I a.

Still referring to Fig. 3 it will be seen that the member 42 isprovided, this member being integral with the lower end of the controlstick 39. Integral with the member 42 is the upper portion 43 of theuniversal joint designated generally by 4,4, the lower portion of thisuniversal joint being numbered 45. The lower enlarged portion of member45 is designated 46, is slotted at 41, and is movably mounted within thehub 48 integral with the circular cap 49 which in turn is integral withthe square plate 56. A pin passes through the hub 48 as well as the slot41 in order to prevent'rotation of the hub 48, cap 49 and plate 59.However, portions 45 and 46 of the universal joint are verticallymovable with respect to the hub 48.

. Still referring to Fig. 3, it will be seen that integral with thelower side of casting 33 are four depending members 52. each of which isinteriorly threaded for the reception of one of the four studs 53. Eachof the studs 53 passes through the extensions 54 of the main Valvesection designated generally by 56 and a nut 51a is placed upon thelower end of each of the studs 53. Accordingly, the main valve section56 is supported by the casting 33 in fixed relationship at all times.

, In the lower portion of Fig. 3 a metal tube 51 having a plurality ofholes 58 therein is provided, and afiixed upon the lower end of tube 51is the collar 59 by means of set screw 66. Tube 51 extends throughcollar 59, the portion of tube 51 below this collar being solid walled,and the upper end of the flexible hose 6| encircles the lower end oftube 5T. Tube 6i connects with the conventional turbine 62 seen inFig. 1. This turbine is mounted upon the rotatable carriage I! seen inFig. 2 and provides, as is well known, a source of vacuum. 7

The collar 59 is vertically adjusted upon the tube 51 so that itsupports the rudder valve section designated generally 63 which in turnsupports the auxiliary effect valve section designated generally'by 64so that the upper surface of valve section 64 bears against thelower'surface of the main valve section 56. The nuts 51a in turn areadjusted so that the upper surface of the main valve section 56 liesagainst the lower surface of the attitude valve 65.

Tube 51 passes through the close-fitting central openings 66 and 67 ofthe rudder valve section 63, through the central opening 68 of theauxiliary effect valve section 64, the upper end of, tube Referring toFigs. 3 and 3A, the hollow upper:

end of tube 51 communicates with the chamber 16a formed in casting 69 bythe generally circular wall I6 and the bottom 69a of the casting. Aplate II is fixedly attached to the top of casting 69 by means of thecountersunk screws Ila and a central hole I2 is present in the center ofplate I I. The bottom 69a of casting 69 is flat and solid with theexception of the ports I3, I4, I5 and I6, 83, 84, and 86, the functionsof which will be later described. Integral with the central generallycircular wall I6 of the casting 69 are the radially extending walls 11,I8, I9, 86, 8| and 82. Consequently, the various parts of casting 69 andthe plate H form the chambers 83a, 84a, 13a, 85a, 14a and 86a. The plateII has four openings 89, 96', 9| and 92, each of which opens into one ofthe respective chambers 83a, 34a, 85a and 86a. Ports 83, 84, 85 and 86also open into the respective chambers 83a, 84a, 85a and 86a.

The flange 93a, integral with the casting 93 the attitude valve section65 is slightly less in diameter than the diameter of plate H upon whichit rests. Flange 93a is centered, when valve section 65 is in itsneutral fore and aft position, with respect to plate II. Integral withcasting 93 are the four radial members 94, 95, 96 and 91 which supportthe hollow central hub 98. The radial members 94, 95, 96 and 9! formfour chambers Ma, 1211, Ha and I64a in the attitud valve section 65. Aplate 99 is affixed to the top of casting 93 by means of the countersunkscrews 99a and this plate is solid except for the central opening I66,the four openings I6I, I62, I63 and I64 placed therein, and the foursmaller openings I6Ib, I621), I631) and M47). It will be noted that eachof the openings I6I, I62, I63 and I64 is placed above one of thechambers I6Ia, I62a, I63a and Ma formed by the radial partitions 94, 95,96 and 91 and plate 99. The bottom of each of these chambers is open.

In view of the described structure, it will be appreciated that the maincentral chamber 79a formed in the main valve section 56 by the'casting69 and associated parts is at all times evacuated by the turbine 62 by apredetermined amount less than the prevailing atmospheric pressure.Vacuum flows (to achieve simplicity of expression vacuum will be spokenof as a posie tive rather than a negative phenomenon) through thecentral port I2 in the plate II and through the central port I66 in theattitude valve section 65. The plate 56 rests at all times upon theoil'- cular plate 99 aflixed to the top of casting 93 and the cup 49together with plate 56 forms a chamber in which vacuum is present at alltimes.

When the control stick 39 is in its neutral fore and aft as well asneutral lateral positions, the plate 56 is centered with respect to theplate 99 upon the top of casting 93 of the attitude valve section. Inthis position the plate 56 covers the main ports I6I, I62, I63 and I64in plate 99, but the four auxiliary ports Nil), 562?), I63b and W421 arenot covered by this plate. ingly, a limited amount of vacuum is, in theneutral position of stick 39, admitted to the chambers I6Ia, I62a, I63aand IBM. This same amount of vacuum passes through the ports 89.

96, 9Iand 92 of plate II into the chambers 83a, 84a, 85a and 86a of themain valve section 56.:

The vacuum within chamber 83a passes through the port I I2 in the sideof casting 69, and through the connector H3 and a suitable flexible ponof the? Accord-

